Manifold for motor-cars.



M. L. WILLIAMS.

MANIFOLD FOR MOTOR CARS.

APPLICATION FILED MAY 31. 1913.

Patented Sept. 4, 1917.

3 SHEETSSHEET I.

M. L. WILUAMS.

MANIFOLD FOR MOTOR CARS.

APPLICATION men Patented Sept. 4

a swans-sneer s.

MIN 14. WILLIAMS OF SOUTH BEND, INDIANA, ASSIGNOR TO '3'. W. CLEAVELAND,

OF CHICAGO, ILLINOIS MANIFOLD FOR MOTOR-CARS.

Application filed may 31,

To all whom it may concern Be it known that I, MARTIN L. WILLIAMS,

a' citizen of the United States, residing in Y the city'of South Bend, county of St. Joseph, and State of Indiana, have invented certain new and useful Improvements in Manifolds for Motor-Cars, of which the following is a specification.

This invention relates to improvements in manifolds for motor cars and has among its salient objects, to provide a construction in which the heat units of the exhaust gases are utilized to: vaporize the fuel in the inlet manifold instead of in the carbureter whereby the fresh fuel is exposed to a maximum vaporized surface and before it enters the cylinders; to provide a construction in which the vaporized gases pass directly to the cylinders and are not subjected to the condensing action of a relatively cold inlet manifold as in the prior constructions; to provide a construction in i which the relatively cool fuel and air are first mixed in the carbureter and then vaporized completely in the inlet manifold just before the gases enter the cylinders; toprovide a construction in which the exhaust gases by reason of their heat units being utilized as aforesaid a're delivered from the exhaust manifolds at a relatively low temperature, thus tending to eliminate the noise and reduce the back pres-.1 sure; to provide a construction in which the inlet and exhaust manifolds are preferably made in a single casting, thus reducing the cost of manufacture and making a more simple construction; to provide a construction which is adapted for use with any of the .well known engines used on motor cars; to

provide a construction which materially increases the efiiciency of-the engine to which the manifold is-attached; and in general to provide an improved construction of the character referred to.

' lines 33 of Fig. 1, and showing in addition The invention consists in the matters here inafter described and more particularly pointed, out in the appended claims.

Inthe drawings p Figure 1 is a side elevation of a six cylinder gas engine equipped with my invention;

Fig. 2 is a top plan view of the same;

Fig. 3 is a vertlcal sectional view taken on the crank casing. Fig. 4 is a sectional view of the Specification of Letters Patent;

. carburetor intake 20. more even distribution 1913. Serial No. 770,915.

taken on lines 4-4 of Fig. 1 and looking in the direction of the arrows.

Referring'to the drawings- 1 designates the six cylinders of a gas engine, which in the present instance are shown inFig. 1 as arranged in pairs. 2 designates the crank case, 3 the worm gear casing on which is mounted a worm shaft 4 extending longitudinally of the six cylinders and meshing with the-worm wheels 5, there being one of these wheels for each of the six cylinders. These worm wheels are mounted on the lower end of a rotary valve sleeve 6 provided at its upper end with a series of circumferentially extending ports 7 and 8 respectively, and at its lower end with a ser1es of similarly arranged ports 9. These Patented Sept. 4, 191 "Z. I

ports cooperate with suitable ports in the cylinder wall. Within the sleeve is a piston 10 connected by piston rod 11 provided with a crank shaft 12 for each of the six cylinders. The particular construction of the rotary valve sleeve and worm gear member however, forms no part of the present invention, being covered in a separate application Serial No. 761,930, and need not therefore be described.

The essence of the present invention resides as heretofore stated in the manifold construction. The inlet manifold 13 communicates with each pair of cylinders by con- I duits 14 by means of a common chamber 15, in the'present instance in the manner shown in the application heretofore referred to. The. exhaust manifold 16 communicates directly with each cylinder through a throat or'pipe 17, there being for each of the six cylinders. intake manifold 13 through the mouth of the manifold. Gas is discharged from the exhaust manifold through the exhaust opening 19,, the carburetor (not shown) being secured "to the inlet opening 20 by flange coupling 21.

shown more clearly in Fig. 4, the intake and exhaust. manifolds are formed as a single casting. .The two manifolds as shown in Fig. 4 are separated by a dividing wall 22 which is shown clearly in Fig. 1

. and extends the entire length of the maniolds but curves, downwardly toward the centralportion as. shown at 23, so as to bring .all of; the exhaust gases past and under the In order to have a of the intake gases the intake manifold 13 is provided opposite the carbureter intake with a deflector plate or flange 24 cast with the manifold, as shown more clearly in Fig. 1. This deflector 24 tends toflprevent an excess supply of inlet gas from passing into the center pair of cylinders. It also insures of the inlet gases traveling along the heated wall 22 sufficiently, to completely vaporize the inlet gases. The engine may be primed through the primin pipe 25 which is attached to the inlet mani old in the usual way. The gas from the priming pipe passes through an aperture 26 in the deflector plate 24: and is carried into the cylinders.

The operation of the manifolds is as follows :-Assuming that the engine is running, the relatively cool fuel and air after being mixed in the carbureter passes through the inlet 20 into the throat of the inlet manifold 13. This fresh charge passing through the inlet manifold is heated by the hot outcomingexhaust gases and the radiation of the heat units from the latter gases completes the vaporization of the fresh charge of fuel. It is to be noted that this vaporization takes place substantially at the points where the vaporized charge enters the cylinders. Accordingly, the latter does not have an opportunity to become cool or condensed by passing through a relatively cool manifold. At the same time the exhaust gases are cooled by the incoming fresh gases and discharge from the exhaust manifold at a relatively low temperature, thus not only avoiding noise but also tending to prevent back pressure on the cylinders.

I am aware that heretofore attempts have been made to heat the mixture of air and fuel in the carbureter by utilizing some of the heat units from the exhaust gases. None of them however, have effected vaporization of v the mixture in the inlet manifold itself. The

vaporization of the mixture in theinanifold is more efiective than in the carbureter even when the latter is more or less' heated by the exhaust gases for the reason that the fresh gases are exposed inthe present invention to a much larger heating surface than is possible in any carbureter.

The present invention can be readily applied to the great maj ority ofstandard types of automobiles withoutaany expensive alteration or reconstruction. It also permits the use of a cheaper and lower grade fuel. This is certainly not feasible in ordinary types of manifolds now in use. This is because a more complete vaporization is obtained in .the present invention than is possible in types of carbureters and manifolds now in use.

The present invention resides not only in the broad idea of the manifold construction incense shown in the drawings but also consists in the improved method of vaporizing the mix-' ture of fresh fuel so as to elfect a complete vaporization of the latter and obviates any wholly without said exhaust pipe, the junc-' tion between the two pipes forming a dividing partition between the two pipes substantially equal in length to the length of the inlet pipe, said inlet pipe being provided with a centrally disposed common inlet, and a bafile plate within said inlet pipe whereby theflow of inlet gas between the common inletdand the central pair of cylinders is impe e I 2. A manifold for gas engines comprising a main body portion having a circumferentially extending outer wall and a partition wall extending longitudinally through said body portion and dividing the latter into two chambers, forming inlet and exhaust conduits respectively. p

3. A manifold for multi-cylinder gas engines, comprising a casting generally annular in cross section and having a continuous circumferentially extending outer in- .closing wall and a dividing partition extending circumferentially through said casing by said partition wall and forming inlet and artition wall being exhaust conduits, said substantially equal in ength to the length ofthe inlet chamber.

5. A manifold for multi-cylinder gas engines, comprising an exhaust pipe common to all cylinders, an inlet pipe common to all cylinders, and a partition wall dividing said pipes, said parts being all cast integral and the inlet and exhaust pipes, each lying in planes parallel with but spaced away from each other except at the juncture formed by v said partition wall.

MARTIN L. WILLIAMS.

Witnesses:

F. L. BELKNAP, Joyce M. Lu'rz. 

